HomeMy WebLinkAboutApprove Contract with Western Transportation Institute for Transportaion Impact Fee Study near MSU
Commission Memorandum
REPORT TO: Honorable Mayor and City Commission
FROM: Chris Saunders, Policy and Planning Manager Wendy Thomas, Director of Community Development
SUBJECT: Approval of contract with Western Transportation Institute for preparation
of an independent transportation impact fee study to consider MSU and surrounding areas.
MEETING DATE: December 19, 2013
AGENDA ITEM TYPE: Consent
RECOMMENDATION: Approval
RECOMMENDED MOTION: I approve the contract with Western Transportation Institute
and direct the City Manager to take the necessary steps to carry out the contract.
BACKGROUND: Section 2.06.1640 imposes and requires payment for transportation impact fees. The same section also authorizes the preparation of an independent fee study. The purpose of an
independent fee study is to allow a closer investigation of specific uses and locations to
determine if the generally established impact fee is appropriate for that specific use and location.
If an independent fee study is accepted by the City it replaces the general fee and establishes the impact fee charged to that specific use and location.
MSU is a major destination of travel in Bozeman. They are proposing to construct a new
dormitory for freshman students. The dorm will be located on the campus near other existing on-
campus housing. This will enable an unusually large percentage of travel to be by foot or bicycle. There are also several student oriented private housing projects proposed in near proximity to MSU. They likely would also have a higher than typical percentage of travel to and from MSU
which would happen by foot or bicycle. A physically similar project located on the outskirts of
town would have a very different travel profile.
The staff has discussed with MSU and the private developers the possibility of an independent fee study for the area. They have agreed to fund the work. The City’s contribution will be
contract management and other in-kind services. The City is coordinating between the multiple
entities and will be the contract signatory for the work. The City has selected Western
Transportation Institute (WTI) to conduct the necessary research and prepare the study documenting the result. WTI is a subentity of MSU and conducts transportation research
throughout the western United States. A scope of work is attached. The project budget is on page
16 of the scope of work.
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The outcome is anticipated to be similar to the trip exchange district currently adopted for
downtown. A boundary and affected uses will be established. A difference in travel demand and
correlation to a mitigating transportation impact fee will be documented. Any future construction
will then be subject to the new fee. Per the municipal code, review and approval of the final outcome of the study is the responsibility of staff. At this time there is not an estimated amount
of difference between the proposed study and the currently applicable transportation impact fee.
The data not yet being collected it is premature to attempt to quantify the differences.
The contract itself is worded a bit differently than most. This is due to the contract being between the City and a state government entity.
UNRESOLVED ISSUES: None
ALTERNATIVES: The City Commission has the following alternative actions available:
1. Approved the contract as requested; or
2. Move discussion of the contract to a date certain.
FISCAL EFFECTS: The cost of the contract, $76,854.96, will be met by contributions from MSU and private developers. The City will likely receive less transportation impact fee revenue,
however the amount received will remain proportionate to the actual demand for services.
Therefore, the contract should overall be revenue neutral for the City.
Report compiled on: December 12, 2013 Attachments: Contract, scope of work, map
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Professional Services Agreement for MSU Area Independent Transportation Impact Fee Study FY 2013 – FY 2014
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PROFESSIONAL SERVICES AGREEMENT
THIS AGREEMENT is made and entered into this _____ day of ____________, 2013, by
and between the CITY OF BOZEMAN, MONTANA, a self governing municipal corporation
organized and existing under its Charter and the laws of the State of Montana, 121 North Rouse
Street, Bozeman, Montana, with a mailing address of PO Box 1230, Bozeman, MT 59771,
hereinafter referred to as “City,” and, Montana State University, Western Transportation Institute,
PO Box 174250 Bozeman MT 59717-4250 hereinafter referred to as “Contractor.”
In consideration of the mutual covenants and agreements herein contained, the receipt and
sufficiency whereof being hereby acknowledged, the parties hereto agree as follows:
1. Purpose: City agrees to enter this Agreement with Contractor to perform for City
services described in the Scope of Services attached hereto as Attachment “A” and by this reference
made a part hereof.
2. Term/Effective Date: This Agreement is effective upon the date of its execution.
3. Scope of Work: Contractor will perform the work and provide the services in
accordance with the requirements of the Scope of Services. For conflicts between this Agreement
and the Scope of Services, unless specifically provided otherwise, the Agreement governs.
4. Payment: City agrees to pay Contractor the amount specified in the Scope of
Services. Partial payments for work satisfactorily completed will be made to the Contractor upon
receipt of itemized invoices by the Owner. Contractor invoices will be prepared on the basis of
percentage complete by task from the Scope of Work. Invoices will be submitted no more
frequently than one invoice per month. Owner shall process invoices in a timely fashion and
endeavor to satisfy Net 30 payment terms in good faith. Contractor agrees to waive penalties in the
event a payment is received 30 days after receipt of invoice by Owner. Any alteration or deviation
from the described services that involves additional costs above the Agreement amount will be
performed by Contractor after written request by the City, and will become an additional charge
over and above the amount listed in the Scope of Services. The City must agree in writing upon any
additional charges.
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5. Contractor’s Representations: To induce City to enter into this Agreement,
Contractor makes the following representations:
a. Contractor has familiarized itself with the nature and extent of this Agreement, the
Scope of Services, and with all local conditions and federal, state and local laws, ordinances, rules,
and regulations that in any manner may affect cost, progress or performance of the Scope of
Services.
b. Contractor represents and warrants to City that it has the experience and ability to
perform the services required by this Agreement; that it will perform said services in a professional,
competent and timely manner and with diligence and skill; that it has the power to enter into and
perform this Agreement and grant the rights granted in it; and that its performance of this
Agreement shall not infringe upon or violate the rights of any third party, whether rights of
copyright, trademark, privacy, publicity, libel, slander or any other rights of any nature whatsoever,
or violate any federal, state and municipal laws. The City will not determine or exercise control as
to general procedures or formats necessary to have these services meet this warranty.
6. Independent Contractor Status/Labor Relations: The parties agree that
Contractor is an independent contractor for purposes of this Agreement and is not to be considered
an employee of the City for any purpose. Contractor is not subject to the terms and provisions of
the City’s personnel policies handbook and may not be considered a City employee for workers’
compensation or any other purpose. Contractor is not authorized to represent the City or otherwise
bind the City in any dealings between Contractor and any third parties.
Contractor shall comply with the applicable requirements of the Workers’ Compensation
Act, Title 39, Chapter 71, MCA, and the Occupational Disease Act of Montana, Title 39, Chapter
71, MCA. Contractor shall maintain workers’ compensation coverage for all members and
employees of Contractor’s business, except for those members who are exempted by law.
Contractor shall furnish the City with copies showing one of the following: (1) a binder for
workers’ compensation coverage by an insurer licensed and authorized to provide workers’
compensation insurance in the State of Montana; or (2) proof of exemption from workers’
compensation granted by law for independent contractors.
Contractor shall post a legible statement of all wages and fringe benefits to be paid to the
Contractor’s employees and the frequency of such payments (i.e., hourly wage employees shall be
paid weekly). Such posting shall be made in a prominent and accessible location at the Contractor’s
normal place of business and shall be made no later than the first day of services provided under
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this Agreement. Such posting shall be removed only upon expiration or termination of this
Agreement.
7. Waiver of Claims/Insurance:
Contractor waives any and all claims and recourse against the City or its officers, agents or
employees, including the right of contribution for loss or damage to person or property arising from,
growing out of, or in any way connected with or incident to the performance of this Agreement
except “responsibility for his own fraud, for willful injury to the person or property of another, or
for violation of law, whether willful or negligent” as per 28-2-702, MCA. These obligations shall
survive termination of this Agreement and the services performed hereunder.
The parties hereto understand and agree that the State of Montana, MSU, its officials and
employees are self-insured under the provisions of Title 2, Ch. 9, Montana Codes Annotated. MSU
will maintain insurance required for state agencies as provided under Title 2, Ch. 9, Montana Codes
Annotated. The statutory limits of liability are $750,000 for each claim and $1.5 million for each
occurrence.
Prior to commencing any work under this Agreement, MSU shall provide a certificate of
insurance naming the City of Bozeman, its officers, agents, and employees, as an additional or
named insured on a primary non-contributory basis.
Any provisions of this agreement, whether or not incorporated herein by reference, will be
controlled, limited and otherwise modified to limit any liability of the State of Montana and MSU to
that set forth in the above cited laws.
The City must approve all insurance coverage and endorsements prior to the
Contractor commencing work.
8. Termination for Contractor’s Fault:
a. If Contractor refuses or fails to timely do the work, or any part thereof, or
fails to perform any of its obligations under this Agreement, or otherwise breaches any terms
or conditions of this Agreement, the City may, by written notice, terminate this Agreement
and the Contractor’s right to proceed with all or any part of the work (“Termination Notice
Due to Contractor’s Fault”). The City may then take over the work and complete it, either
with its own resources or by re-letting the contract to any other third party.
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b. In the event of a termination pursuant to this Section 8, Contractor shall be
entitled to payment only for those services Contractor actually rendered.
c. Any termination provided for by this Section 8 shall be in addition to any
other remedies to which the City may be entitled under the law or at equity.
d. In the event of termination under this Section 8, Contractor shall, under no
circumstances, be entitled to claim or recover consequential, special, punitive, lost business
opportunity, lost productivity, field office overhead, general conditions costs, or lost profits
damages of any nature arising, or claimed to have arisen, as a result of the termination.
9. Termination for City’s Convenience:
a. Should conditions arise which, in the sole opinion and discretion of the City,
make it advisable to the City to cease performance under this Agreement City may terminate
this Agreement by written notice to Contractor (“Notice of Termination for City’s
Convenience”). The termination shall be effective in the manner specified in the Notice of
Termination for City’s Convenience and shall be without prejudice to any claims that the
City may otherwise have against Contractor.
b. Upon receipt of the Notice of Termination for City’s Convenience, unless
otherwise directed in the Notice, the Contractor shall immediately cease performance under
this Agreement and make every reasonable effort to refrain from continuing work, incurring
additional expenses or costs under this Agreement and shall immediately cancel all existing
orders or contracts upon terms satisfactory to the City. Contractor shall do only such work
as may be necessary to preserve, protect, and maintain work already completed or
immediately in progress.
c. In the event of a termination pursuant to this Section 13, Contractor is
entitled to payment only for those services Contractor actually rendered on or before the
receipt of the Notice of Termination for City’s Convenience.
d. The compensation described in Section 13(c) is the sole compensation due to
Contractor for its performance of this Agreement. Contractor shall, under no circumstances,
be entitled to claim or recover consequential, special, punitive, lost business opportunity,
lost productivity, field office overhead, general conditions costs, or lost profits damages of
any nature arising, or claimed to have arisen, as a result of the termination.
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10. Limitation on Contractor’s Damages; Time for Asserting Claim:
a. In the event of a claim for damages by Contractor under this Agreement,
Contractor’s damages shall be limited to contract damages and Contractor hereby expressly
waives any right to claim or recover consequential, special, punitive, lost business
opportunity, lost productivity, field office overhead, general conditions costs, or lost profits
damages of any nature or kind.
b. In the event Contractor wants to assert a claim for damages of any kind or
nature, Contractor shall provide City with written notice of its claim, the facts and
circumstances surrounding and giving rise to the claim, and the total amount of damages
sought by the claim, within ten (10) days of the facts and circumstances giving rise to the
claim. In the event Contractor fails to provide such notice, Contractor shall waive all rights
to assert such claim.
11. Representatives:
a. City’s Representative: The City’s Representative for the purpose of this
Agreement shall be Chris Saunders, Policy and Planning Manager or such other individual
as City shall designate in writing. Whenever approval or authorization from or
communication or submission to City is required by this Agreement, such communication or
submission shall be directed to Chris Saunders as the City’s Representative and approvals or
authorizations shall be issued only by such Representative; provided, however, that in
exigent circumstances when City’s Representative is not available, Contractor may direct its
communication or submission to other designated City personnel or agents as listed above
and may receive approvals or authorization from such persons.
b. Contractor’s Representative: The Contractor’s Representative for the
purpose of this Agreement shall be Pat McGowen, PE or such other individual as Contractor
shall designate in writing. Whenever direction to or communication with Contractor is
required by this Agreement, such direction or communication shall be directed to
Contractor’s Representative; provided, however, that in exigent circumstances when
Contractor’s Representative is not available, City may direct its direction or communication
to other designated Contractor personnel or agents.
12. Permits: Contractor shall provide all notices, comply with all applicable laws,
ordinances, rules, and regulations, obtain all necessary permits, licenses, including a City of
Bozeman business license, and inspections from applicable governmental authorities, and pay all
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Professional Services Agreement for MSU Area Independent Transportation Impact Fee Study FY 2013 – FY 2014
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fees and charges in connection therewith.
13 Laws and Regulations: Contractor shall comply fully with all applicable state and
federal laws, regulations, and municipal ordinances including, but not limited to, all workers’
compensation laws, all environmental laws including, but not limited to, the generation and disposal
of hazardous waste, the Occupational Safety and Health Act (OSHA), the safety rules, codes, and
provisions of the Montana Safety Act in Title 50, Chapter 71, MCA, all applicable City, County,
and State building and electrical codes, the Americans with Disabilities Act, and all non-
discrimination, affirmative action, and utilization of minority and small business statutes and
regulations.
14. Nondiscrimination: The Contractor will have a policy to provide equal
employment opportunity in accordance with all applicable state and federal anti-discrimination
laws, regulations, and contracts. The Contractor will not refuse employment to a person, bar a
person from employment, or discriminate against a person in compensation or in a term, condition,
or privilege of employment because of race, color, religion, creed, political ideas, sex, age, marital
status, national origin, actual or perceived sexual orientation, gender identity, physical or mental
disability, except when the reasonable demands of the position require an age, physical or mental
disability, marital status or sex distinction. The Contractor shall be subject to and comply with Title
VI of the Civil Rights Act of 1964; Section 140, Title 2, United States Code, and all regulations
promulgated thereunder. The Contractor shall require these nondiscrimination terms of its sub-
Contractors providing services under this agreement.
15. Intoxicants; DOT Drug and Alcohol Regulations/Safety and Training:
Contractor shall not permit or suffer the introduction or use of any intoxicants, including alcohol or
illegal drugs, by any employee or agent engaged in services to the City under this Agreement while
on City property or in the performance of any activities under this Agreement. Contractor
acknowledges it is aware of and shall comply with its responsibilities and obligations under the U.S.
Department of Transportation (DOT) regulations governing anti-drug and alcohol misuse
prevention plans and related testing. City shall have the right to request proof of such compliance
and Contractor shall be obligated to furnish such proof.
The Contractor shall be responsible for instructing and training the Contractor's employees
and agents in proper and specified work methods and procedures. The Contractor shall provide
continuous inspection and supervision of the work performed. The Contractor is responsible for
instructing his employees and agents in safe work practices.
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16. Modification and Assignability: This Agreement may not be enlarged, modified or
altered except by written agreement signed by both parties hereto. The Contractor may not
subcontract or assign Contractor’s rights, including the right to compensation or duties arising
hereunder, without the prior written consent of City. Any subcontractor or assignee will be bound
by all of the terms and conditions of this Agreement.
17. Reports/Accountability/Public Information: Contractor agrees to develop and/or
provide documentation as requested by the City demonstrating Contractor’s compliance with the
requirements of this Agreement. Contractor shall allow the City, its auditors, and other persons
authorized by the City to inspect and copy its books and records for the purpose of verifying that the
reimbursement of monies distributed to Contractor pursuant to this Agreement was used in
compliance with this Agreement and all applicable provisions of federal, state, and local law.
While under contract, the Contractor shall not issue any statements, releases or information for
public dissemination without prior approval of the City.
18. Non-Waiver: A waiver by either party any default or breach by the other party of
any terms or conditions of this Agreement does not limit the other party’s right to enforce such term
or conditions or to pursue any available legal or equitable rights in the event of any subsequent
default or breach.
19. Attorney’s Fees and Costs: That in the event it becomes necessary for either Party
of this Agreement to retain an attorney to enforce any of the terms or conditions of this Agreement
or to give any notice required herein, then the prevailing Party or the Party giving notice shall be
entitled to reasonable attorney's fees and costs, including fees, salary, and costs of in-house counsel
to include City Attorney.
20. Taxes: Contractor is obligated to pay all applicable taxes of any kind or nature and
make all appropriate employee withholdings.
21. Dispute Resolution:
a. Any claim, controversy, or dispute between the parties, their agents,
employees, or representatives shall be resolved first by negotiation between senior-level
personnel from each party duly authorized to execute settlement agreements. Upon mutual
agreement of the parties, the parties may invite an independent, disinterested mediator to
assist in the negotiated settlement discussions.
b. If the parties are unable to resolve the dispute within thirty (30) days from the
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date the dispute was first raised, then such dispute may only be resolved in a court of
competent jurisdiction in compliance with the Applicable Law provisions of this Agreement.
22. Survival: Contractor’s indemnification shall survive the termination or expiration of
this Agreement for the maximum period allowed under applicable law.
23. Headings: The headings used in this Agreement are for convenience only and are
not be construed as a part of the Agreement or as a limitation on the scope of the particular
paragraphs to which they refer.
24. Severability: If any portion of this Agreement is held to be void or unenforceable,
the balance thereof shall continue in effect.
25. Applicable Law: The parties agree that this Agreement is governed in all respects
by the laws of the State of Montana.
26. Binding Effect: This Agreement is binding upon and inures to the benefit of the
heirs, legal representatives, successors, and assigns of the parties.
27. No Third-Party Beneficiary: This Agreement is for the exclusive benefit of the
parties, does not constitute a third-party beneficiary agreement, and may not be relied upon or
enforced by a third party.
28. Counterparts: This Agreement may be executed in counterparts, which together
constitute one instrument.
29. Integration: This Agreement and all Exhibits attached hereto constitute the entire
agreement of the parties. Covenants or representations not contained therein or made a part thereof
by reference, are not binding upon the parties. There are no understandings between the parties
other than as set forth in this Agreement. All communications, either verbal or written, made prior
to the date of this Agreement are hereby abrogated and withdrawn unless specifically made a part of
this Agreement by reference.
**** END OF AGREEMENT EXCEPT FOR SIGNATURES ****
IN WITNESS WHEREOF, the parties hereto have executed this instrument the day and
year first above written.
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CITY OF BOZEMAN, MONTANA ____________________________________
CONTRACTOR (Type Name Above)
By________________________________ By__________________________________
Chris Kukulski, City Manager
Print Name:
Print Title: ____________________________
APPROVED AS TO FORM:
By_______________________________
Greg Sullivan, Bozeman City Attorney
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University Trip Exchange District Study
by
Pat McGowen,
Research Engineer
And
Taylor Lonsdale,
Research Engineer
of the
Western Transportation Institute
College of Engineering
Montana State University – Bozeman
A proposal prepared for the
City of Bozeman
November 13, 2013
Revised December 6, 2013
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MSU Trip Exchange District Study Table of Contents
Western Transportation Institute Page i
TABLE OF CONTENTS
List of Tables .................................................................................................................................. ii
List of Figures ................................................................................................................................ iii
Background Summary .....................................................................................................................1
Bozeman Street Impact Fees ....................................................................................................... 1
How Urban Form Impacts Travel ............................................................................................... 2
Differences in Travel for University Developments and Developments Near Universities ....... 3
Experience........................................................................................................................................4
Established and Committed Organization .................................................................................. 4
Relevant Experience and Past Performance ............................................................................... 4
Work Plan ........................................................................................................................................7
Task 1: Literature Review and Informal Surveys ....................................................................... 7
Task 2: Origin-Destination Study ............................................................................................... 8
Task 3A: University Surveys ...................................................................................................... 9
Task 4A: Collect Data on University Student and Staff Travel ................................................ 10
Task 5A: Analyze and Report on Travel Patterns for University Land Uses ........................... 11
Task 3B: Surveys of Private Developments Near MSU ........................................................... 12
Task 4B Collect Data on Private Developments Near MSU .................................................... 12
Task 5B: Analyze and Report on Travel Patterns for Private Developments Near Universities
................................................................................................................................................... 13
Task 6: Stakeholder Workshop ................................................................................................. 13
Task 7: Final Report.................................................................................................................. 13
Schedule .........................................................................................................................................14
Staffing ...........................................................................................................................................15
Pat McGowen............................................................................................................................ 15
Taylor Lonsdale ........................................................................................................................ 15
Project Budget ................................................................................................................................16
Appendix A – Urban Form and Travel ..........................................................................................17
Appendix B – Resumes ..................................................................................................................20
References ......................................................................................................................................25
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MSU Trip Exchange District Study List of Tables
Western Transportation Institute Page ii
LIST OF TABLES
Table 1: Average Trip Length from 2009 NHTS Data ................................................................. 11
Table 2: Trips per Household per Day from NHTS 2009 ............................................................ 11
Table 3: Project Budget ................................................................................................................ 16
Table 4: Daily Trips Captured Internally for Multi-Use Development (Source ITE, 2004) ........ 19
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MSU Trip Exchange District Study List of Figures
Western Transportation Institute Page iii
LIST OF FIGURES
Figure 1: Historic MSU Enrollment (note: 2013 is estimated; source: www.montana.edu) .......... 3
Figure 2: Shared Work Plan for Two Projects ................................................................................ 7
Figure 3: Blufax Unit ...................................................................................................................... 8
Figure 4: Potential Locations for Blufax Units ............................................................................... 9
Figure 5: Project Schedule ............................................................................................................ 14
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MSU Trip Exchange District Study Background Summary
Western Transportation Institute Page 1
BACKGROUND SUMMARY
Street impact fees on new developments are a charged issue. Estimating the precise cost of the
traffic impact for a single development is very difficult. The City of Bozeman continues to
develop and refine the impact fee structure in order to improve equity and encourage
developments beneficial to the Bozeman community. The purpose of this proposed project is to develop appropriate adjustment factors for a Trip Exchange District in and around Montana State University.
The Western Transportation Institute (WTI) is uniquely qualified to conduct this work for the
following reasons:
• WTI is an established organization of independent, unbiased research
• The project team has a good local knowledge
• The projects listed in the Experience section demonstrate national expertise relevant to
travel patterns, trip generation, alternative mode use, and livable communities.
• With a more applied research focus, WTI projects provide meaningful and useful results
• The basic skills needed to implement this project (travel surveys, analytical methods, trip
generation counts, stakeholder outreach, and estimating changes in travel behavior) are in
our basic toolbox and used regularly.
For more detail on WTI qualifications refer to the Experience Section, Staffing Section, and Resumes in Appendix B. The remainder of this Section provides background information on
impact fees and how citizens might travel differently within different developments. The project
approach is laid out in the Project Plan, Schedule, and Project Budget Sections.
Bozeman Street Impact Fees
The City of Bozeman adopted a Street Impact Fee Ordinance in 1996 to provide a source of funds to meet the increased demand on the transportation system that results from new land use developments. As the City of Bozeman’s population increases, so does the need for
transportation capacity. Bozeman’s Street Impact Fees have been updated over the intervening
years as required by statute (MCA 7-6-1602). The most recent updates to the Bozeman Street
Impact Fees became effective March 2013. The justification for the updated values was documented in a report by TischlerBise Consultants (2012).
A very rough generalization of the current impact fee structure is that it is based on three major
elements:
• The number of trips generated per weekday by the development based on the Institute of
Transportation Engineer’s Trip Generation Manual (ITE, 2008) and locally collected data.
• The average trip length for travel in a given development based on national averages
from the 2009 National Household Travel Survey.
• The infrastructure cost needed to absorb this additional travel and maintain the current level of service (in terms of spare capacity) in Bozeman’s transportation system.
This results in a specific cost per dwelling unit for eleven different types of residential
developments, a specific cost per square foot of floor space for ten different
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MSU Trip Exchange District Study Background Summary
Western Transportation Institute Page 2
commercial/industrial development types, a per bed cost for lodging and assisted living, and a
per student cost for two university development types.
As noted by Ewing et al. (2011), even for the most uniform type of development (the single
family home), a one standard deviation confidence limit provides a 40% difference in the average number of trips generated per house based on ITE trip generation data.
Even with the variety of development types, there is an option to request a different amount of
impact fee assessment based on an independent fee calculation study (see Section 2.06.1640.B.3
of Bozeman’s Municipal Code).
As the City of Bozeman’s Street Impact Fees have evolved to meet the growth of Bozeman, a Downtown Trip Exchange District (TED) was established. The inclusion of the TED is an
acknowledgment that growth of different types, in different locations in the city generates
increased demands on the transportation system in different ways. The Trip Exchange District is
specifically designated in Sec. 2.06.1630 of the Municipal Code, which includes attributes of the
TED that have been identified as important factors in justifying a reduction in transportation impact fees. These attributes include:
• The use of shared and consolidated parking,
• A high degree of pedestrian and bicycle access to and throughout the proposed development, and
• The availability of public transit.
Additionally the code includes physical development characteristics that are associated with a
reduction in increased demand on the transportation system. New developments within this TED
that meet these requirements may receive a 29 percent reduction in their impact fee.
How Urban Form Impacts Travel
Numerous studies have documented how areas with different urban form may result in different
travel patterns by those that live, work, shop, and play there. The amount of vehicle traffic is
typically of most concern. A high density, mixed use development near a major destination with
a walkable and bikeable transportation network and access to public transit may have less of an
impact on motor vehicle congestion. The reduction may be the result of travelers making their entire trip within the development (internal trip capture), changing the average number of trips
they make (trip rate), not travelling as far when making trips to other developments (average trip
length), or using a form of travel other than auto (mode shift).
A primary source for Bozeman’s Downtown TED is the Ewing et al. (2011) finding. On average,
mixed use developments had 29 percent fewer trips due to internal capture, mode shift, and overall trip reduction. A more detailed review of how urban form can impact travel patterns is
provided in Appendix A. In general, the amount of auto travel goes down (either through fewer
trips, shorter trips, or a mode shift) as
• Density increases,
• Diversity (or land mix) increases,
• Accessibility to major destinations increases,
• The transportation network is more connected,
• The area is more walkable or bikeable, and/or
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• There is more access to public transit.
Some would argue that many of the attributes of a development that result in a reduction in auto
travel also improve the livability of a community. Further, it is typically more expensive to construct livable developments in core urban areas than to construct a single land use further away from the urban core. A uniform impact fee applied to all developments could actually dis-
incentivize developments that promote a more livable community.
Differences in Travel for University Developments and Developments Near
Universities
Students living on a university campus are likely to have less travel by auto on city streets.
Individuals residing in dormitory housing make on average 0.8 trips per day which is much
lower than the 4.4 average for all housing types (more detail provided later in Table 2 on page 14).
People travelling to non-housing buildings on university campuses may have less travel by auto
as well. However, additional buildings at Montana State University (MSU) could generate more
auto travel on Bozeman’s streets purely by drawing more students to a specific site. MSU
enrollment generally increases on average a few percent a year with more growth during economic downturns and less growth (or even negative growth) during periods of strong growth
in the economy (Figure 1). MSU has continued to add capacity (in terms of enrollments it can
serve) with new buildings. These new buildings have not necessarily directly resulted in an
immediate increase in student enrollment. More likely, student enrollment increases despite any
new classroom construction. The new buildings, however, increase the maximum enrollment capacity of MSU.
Figure 1: Historic MSU Enrollment (note: 2013 is estimated; source: www.montana.edu)
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
18,000
1985 1990 1995 2000 2005 2010 2015Students
Year
MSU Enrollment
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MSU Trip Exchange District Study Experience
Western Transportation Institute Page 4
EXPERIENCE
The project team is well qualified to complete this study with both local knowledge and
international expertise.
Established and Committed Organization
The Western Transportation Institute (WTI) is the nation’s largest transportation institute
focusing on rural transportation issues. The Institute was established in 1994 by the State
Departments of Transportation of Montana and California, in cooperation with Montana State University – Bozeman (MSU). WTI has an annual budget exceeding $8 million and an 85-person
multidisciplinary staff of professionals, students and associated faculty from engineering
(mechanical/industrial/civil), computer science, fish and wildlife, ecology, business, and
economics. WTI has conducted research in more than 30 states, at local, state, and federal levels,
as well as conducted international work in Mongolia, Germany, Norway, Finland, Japan, China, Switzerland, Belgium, Costa Rica, South Korea, Sweden, and Canada.
WTI draws from eight integrated research areas to create solutions to small urban and rural
transportation issues:
• Safety and Operations
• Winter Maintenance and Effects
• Road Ecology
• Infrastructure Maintenance and Materials
• Systems Engineering and Integration
• Mobility and Public Transportation
• Freight Management and Logistics
• Transportation Planning and Economics
Relevant Experience and Past Performance
The following selection of projects highlights WTI’s demonstrated past experience with
elements related to this project such as travel prediction, walkable/livable communities, and
alternative modes of travel.
The following three trip generation studies, while not directly associated with WTI, were completed by the Institute of Transportation Engineers Student Chapter at Montana State
University (MSU-ITE). The student researchers were under the supervision of WTI’s Pat
McGowen who will serve as Project Manager for the Impact Fee Study.
Trip Generation Study for a Public Airport –The MSU-ITE student chapter conducted a trip
generation study at Bozeman Yellowstone International Airport in Belgrade, Montana. Pneumatic counters (road tubes) were placed 1-meter apart on the roadway allowing for the
collection of axle count, vehicle speed, and vehicle classification data. The study showed
weekday trips of 6.8 per employee, 123.8 per flight. A report was written and submitted to the
Western ITE data collection fund competition ultimately for inclusion in the ITE Trip Generation
Manual
Trip and Parking Generation Study of Ski Resorts - The MSU-ITE student chapter conducted
an examination of the Bridger Bowl Ski Resort near Bozeman, MT. Field observations were
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gathered to produce trip generation and parking demand data for the Bridger Bowl Ski Resort.
Physical observations were completed between 7:00 AM and 6:00 PM by MSU-ITE to gather
data for this study. While traffic tubes would have provided for more redundancy in the data
collected, the weather and road conditions limited the accuracy of the traffic tubes. Because of the adverse conditions, the tube counters were abandoned and physical observations were the
main source of data collection. A report was written and submitted to the Western ITE data
collection fund competition ultimately for inclusion in the ITE Trip Generation Manual
Trip and Parking Generation Study of Small Office Buildings - The MSU-ITE student
chapter collected data at a small office complex near campus. Data was collected for three days with student members collecting the data during peak hours and traffic counter tubes collecting
the data during off-peak hours. The trip generation and parking demand data was then gathered
and analyzed after which a report was written and submitted to the Western ITE data collection
fund competition ultimately for inclusion in the ITE Trip Generation Manual.
City of Bozeman Parking Study - This comprehensive parking study provided the City of Bozeman Parking Commission and the Downtown Bozeman Partnership with information
regarding available parking inventory, turnover, and occupancy rates, as well as the state of the
practice in managing parking resources in downtown areas.
Montana Three City Parking Generation/Land Use Pattern Correlation Study – WTI
examined three land use development patterns (central business district, power center, and commercial corridor) in three different cities (Great Falls, Billings, and Bozeman) to verify or
disprove the anecdotal evidence that some commercial land use development patterns are more
trip generation/parking efficient than others and quantified the differences.
FWS Traffic Monitoring Assessment and Demo - This project evaluated the current traffic
monitoring practices of the U.S. Fish and Wildlife Service, and made plans for a series of demonstration projects to test alternative techniques for improving visitor estimation.
National Park Service Sustainable Transportation - The National Park System (NPS) is
making a significant effort to encourage visitors to leave their personal automobiles and use
alternative modes of transportation to and within the parks. WTI helped define visitors’
objectives and expectations for vacation trips to support design of the next generation of NPS alternative transportation vehicles. WTI conducted a series of surveys and focus groups to obtain
information to guide the design of a prototype visit enhancement system.
Montana Intercity Bus Service Study - WTI provided the Montana Department of
Transportation (MDT) with an assessment of current intercity bus services within the state, and a
methodology for determining future needs.
Mendenhall Spur Road: Improvements to Ease Vehicle and Pedestrian Congestion and Improve Visitor Experience - This project analyzed, designed, and implemented traffic
management strategies that will enhance access to the Mendenhall Glacier Visitor Center
(MGVC) while improving the visitor experience and safety.
Road Planning and Design to Protect Wildlife Corridors - WTI led the travel demand modeling efforts of this project and assisted the Sonoran Institute on the other components
including land use modeling, future wildlife impact evaluation and mitigation plan, and
stakeholder involvement.
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Livability Benchmarks for Transportation - WTI assisted the Montana Department of
Transportation in defining livability in Montana as it relates to transportation. The benchmarks
will be used to help guide how livability impacts of transportation projects are handled.
Yellowstone Business Partnership Regional Transportation Project- WTI assisted the Yellowstone Business Partnership with the development of a Concept of Operations Plan
presenting a three-state transportation system that could serve the Yellowstone-Teton region
(Wyoming, Idaho, Montana) to enhance regional connectivity in the area.
Transportation Toolkit: United We Ride Project - WTI enhanced the
coordination/consolidation process to improve specialized and public transportation systems in Montana. Transportation Advisory Committees (TACs) in the state were surveyed to determine
their needs and a set of tools were created to assist them with their processes. Training events for
stakeholders were provided and a system to manage communication among the agencies
involved was established.
Gallatin County Big Sky Transportation District - WTI provided a ‘Public Transportation Coordinator’ to assist the Gallatin County Big Sky Transportation District in managing its public
transportation system.
Analysis of the Impact of the Use of RouteMatch Software - The focus of this project was to
evaluate the effect that the introduction of RouteMatch software had on the service provided by
the MET Specialized Transit system in Billings, Montana. WTI compared data collected prior to the installation of the software as well as a second set after the installation and compared the two
sets to determine the effect of the software.
Big Sky Snow Express Transportation Development Plan (TDP) - WTI provided support for
the development of new routes and a schedule for the Snow Express transportation system in Big
Sky, Montana, and assisted with the development of a Transportation Development Plan (TDP).
Modoc Rural Trip Planning Tool Concept of Operations and Literature Review - This
project identified and implemented various technologies to increase the effectiveness and
efficiency of individual transportation providers in rural California counties, and increase the
coordination between them. This project implemented a Rural Trip Planning Tool (Rural TPT).
and established a Mobility Management Center (MMC) that would provide a “one stop shop” for transportation information within the given region
Real Choice Systems Change Grant - WTI conducted a pilot project facilitating coordinated
transportation planning in Montana. This three-year effort provided “systems change” in three
areas: housing, individualized services, and transportation. The overall goal of the transportation
component was to develop two coordinated transportation systems in Montana, glean lessons learned and best practices, and share that information with providers in the rest of the state, and
nationally. The project was administered on behalf of the Montana Department of Public Health
and Human Services (DPHHS) by the Montana Transportation Partnership (MTP). The Western
Transportation Institute (WTI) provided technical support for the project.
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WORK PLAN
This scope of work details tasks for two combined projects. The first project has the following
goal:
• Identify appropriate, defensible adjustments to the Bozeman Street Impact Fee for new
developments on Montana State University property, specifically new residence halls and new classroom buildings.
The second project has the following goal:
• Identify appropriate, defensible adjustments to the Bozeman Street Impact Fee for new
private developments directly adjacent to Montana State University that include student targeted housing with mixed use elements and multimodal connections.
Some economies of scale will be realized by combining the projects (Figure 2).
Figure 2: Shared Work Plan for Two Projects
Task 1: Literature Review and Informal Surveys
Literature will be collected and reviewed to summarize both how travel patterns differ around
universities and how impact fees are adjusted for mixed use developments. Follow up phone
interviews will be conducted with selected cities and universities around the country that have, or
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are considering, mixed use adjustments to impact fees. The project team may follow up with City
of Bozeman staff, consultants, and MSU staff to ensure we have a solid understanding of the
historic studies that have led to Bozeman’s current impact fees.
Task 2: Origin-Destination Study
In an effort to obtain a more accurate trip length measure, an origin/destination study will be completed. In a very basic sense, a vehicle is tracked from its origin (such as a mixed use development near MSU campus) to different major destinations around the Bozeman area.
Historically, these types of studies can be very labor intensive as they track license plates. A
more recent approach is to track blue tooth enabled devices. Enough people have navigation
units in their vehicle or are carrying a Bluetooth enabled cell phone such that a respectable sample may be obtained. Staszcuk and McGowen (2009) found approximately 20 percent of the vehicles in rural California could be tracked by this method.
Figure 3: Blufax Unit
Blufax units (Figure 3) will be deployed at the
driveway/approach road to a few key specific
neighborhoods and at major intersections around Bozeman. The units will collect data for several weekdays.
Figure 4 shows a possible layout of 22 Blufax
units. The budget is currently estimated with
only 10 units. WTI may be able to obtain additional units from another funding source. If additional units are not available, units might
be relocated during the one-week study period
to provide more coverage with fewer units. For
example, the areas northeast of campus will be covered on Monday and Tuesday, while the remainder of the study area will be covered on
Thursday and Friday. The exact locations and
statistical interpolation will be determined to
achieve the most accurate estimate of travel times within current budget constraints.
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Figure 4: Potential Locations for Blufax Units
With each Blufax unit collecting the unique Bluetooth ID for vehicles leaving a development,
their round trip can be tracked through the network to estimate the length of the trip. This will
also provide a number of daily trips.
Task 3A: University Surveys
Up to four surveys will be administered for the two joint projects. The following groups will be
surveyed:
• Students living on campus,
• Students, staff and others travelling to the university,
• Residents living near campus (see Task 3B), and
• Travelers visiting commercial sites near campus (see Task 3B).
For all of these, the National Household Travel Survey (NHTS) will be used as a pattern in terms
of question wording and administration so as to provide comparable results. Only a selection of
the question used in the NHTS will be used in order to obtain the pertinent travel pattern information needed for this study. For all surveys, an incentive will be used such as a drawing for a gift card.
For students living on campus the primary inquiry is how their travel differs compared to similar
high density housing in Bozeman. Questions will focus on the following information:
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• Number of roommates,
• Number of trips made for the predetermined travel day,
• Destination of trips (on-campus trip, MSU parking lot, or nearest intersection for off-campus trip),
• Purpose of trip, and
• Mode used for trip.
The first survey will provide data for the impact adjustment for MSU residence halls. A random
sample based on address will be solicited through mailing.
The second survey will focus on trips where MSU is the destination. Travelers coming to MSU
will be intercepted at major entrance points to campus. They will be asked to take a short survey
where the will be asked:
• Purpose of trip (attend class, work, other),
• Approximate location of their origin (or trip length),
• Number of additional trips taken or planned that day to MSU, and
• Mode of travel.
Task 4A: Collect Data on University Student and Staff Travel
Any available data will be collected that can provide insight into how travel patterns differ for
those living on campus and those traveling to campus. Some possible sources of data are:
• Student address database,
• Employee address database,
• Classroom utilization/class size/attendance,
• Added carrying capacity of new building in terms of students, and
• Student enrollment.
This task will also involve some manual data collection, primarily trip generation counts, at
residence hall locations. These counts will be made during varying weather conditions: once during inclement weather and once during nice weather. These counts will likely be done over two days and will potentially involve the use of the WTI video trailers.
A more thorough mining of the 2009 National Household Travel Survey data will be used to
obtain baseline values more appropriate for Montana travelers. For example, trip lengths by trip
type are shown in Table 1. Note that these numbers are from a preliminary analysis of the raw data and were developed only for this proposal with limited quality control, which may explain the slight differences in the trip length factors currently used in Bozeman’s impact fees.
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Table 1: Average Trip Length from 2009 NHTS Data
National Montana
Trip Type
Length
(mi.)
Adj.
Factor
Length
(mi.)
Adj.
Factor
All Trips 10.2 100% 10.7 100%
Residential (HBOSOCREC + HBW) 13.7 134% 9.9 92%
Commercial (HBSHOP) 6.9 68% 9.7 90%
Non-Commercial (HBO+NHB) 9.8 96% 11.5 108%
Non-Commercial (HBO) 9.1 89% 15.6 145%
Table 2 provides the number of trips per day from the same data source. Similarly, Montana averages do not match national averages. Also, notice that those living in dormitory housing
make far fewer trips per day.
Table 2: Trips per Household per Day from NHTS 2009
House Type National Montana
All 4.4 5.1
Single Family Home 4.8 5.4
Duplex 4.1 5.2
Row / Town Houses 2.6 3.5 Apartment / Condo 3.3 3.5
Mobile Home 2.8 No data
Dormitory 0.8 No data
Task 5A: Analyze and Report on Travel Patterns for University Land Uses
The goal of this task will be to develop two primary adjustment factors. The exact structure of
the model that will be used to determine these factors will be based on what is learned in Tasks
1, 2, 3A, 4A and 5A. The following is a proposed structure.
• The first factor will be a percent reduction in the street impact fee for a new residence hall constructed by MSU based on a trip reduction factor and a trip length adjustment
factor.
o A trip rate reduction (percent fewer trips per day) will be developed for students
living in residence halls on campus. This will be a function of:
Trips per person measured from the origin-destination study in Task 2,
Reported trips per household (residence hall room) from the first survey in
Task 3A
Exiting trip generation rates for current impact fees, and
Baseline trips per household from NHTS data. o A trip length adjustment factor (percent less miles per trip) will be developed for students living on campus. This will be a function of:
Average trip length measured from the origin-destination study in Task 2,
Reported trip length from the first survey in Task 3A, and
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Baseline trip length from NHTS data.
• The current impact fee for non-housing MSU buildings is based on number of students.
The second factor will be an estimated number of new students generated by new office/classroom buildings constructed by MSU. The number of new students a new building will generate will be a function of:
o Typical number of trips with MSU as destination from the second survey in Task
3A, o Distance travelled to campus from second survey in Task 3A, o Distance to home for off-campus students and staff based on home addresses, o Current total enrollment,
o Current total square footage of classroom space,
o Current employment, o Current total square footage of office/other space, and o Possible adjustments based on the current or recent spare classroom capacity for students.
This analysis will be summarized in presentation materials to be used in Task 6.
Task 3B: Surveys of Private Developments Near MSU
Refer to Task 3A for general background on survey development and administration. This task
will involve two surveys:
• Residents living near campus
• Travelers visiting commercial sites near campus
Again the question format will attempt to match the NHTS so that a comparison may be made as
to how travel is different at these developments compared to Montana averages. Residents in existing housing near campus will be surveyed. A random sample will be developed by address.
Ideally, this will be housing that is directly adjacent to commercial developments in order to
simulate how an individual might travel in a mixed use development. Questions will be similar to
those for on-campus students surveyed in Task 3A.
Travelers heading toward commercial developments near campus will be interviewed in a similar method as the MSU destination survey in Task 3A. If the travelers live in the directly adjacent
housing, it could be an indication of internal trip capture for a mixed use development. It is
anticipated that a number of travelers interviewed will be using alternate modes and coming from
campus.
Task 4B Collect Data on Private Developments Near MSU
Similar to Task 4A, any available data will be collected that might provide insight into how
travel patterns may differ when an origin or destination is to a development directly adjacent to MSU campus. Trip generation counts will be collected for developments near campus. These
will provide an estimate of how mode choice differs, as well as the number of trips generated, for
these types of developments.
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Task 5B: Analyze and Report on Travel Patterns for Private Developments
Near Universities
Similar to Task 5A, the goal of this task will be to develop adjustments to the street impact fees,
but Task 5B will focus on private developments near campus. The exact structure of the model
that will be used to determine this factor will be based on what is learned in tasks 1, 2, 3B, 4B
and 5B. The following is a proposed structure.
• The factor will be a percent reduction in the street impact fee for a new mixed use development constructed near MSU within the trip exchange district. The factor will be
based on a trip reduction factor, a trip length adjustment factor, and an estimate of
internal trip capture. o A trip rate reduction (percent fewer trips per day) will be developed for residents living in the development. This will be a function of:
Trips per person measured from the origin-destination study in Task 2,
Reported trips per household from the first survey in Task 3B
Exiting trip generation rates for current impact fees, and
Baseline trips per household from NHTS data. o A trip length adjustment factor (percent less miles per trip) will be developed for residents living in the development. This will be a function of:
Average trip length measured from the origin-destination study in Task 2,
Reported trip length from the first survey in Task 3B, and
Baseline trip length from NHTS data. o An internal trip capture rate will be estimated for commercial/office space in the development based on:
The second survey in Task 3B, and
Existing trip generation rates for current impact fees.
This analysis will be summarized in presentation materials to be used in Task 6.
Task 6: Stakeholder Workshop
The results for Tasks 5A and 5B will be summarized in a single presentation. These results will be presented to a number of stakeholders to assess if the factors developed are appropriate and
defensible. WTI will let the sponsor direct exactly which stakeholder groups to approach. They
could include the Bozeman Impact Fee Board, various city planning staff, and MSU facilities
and planning staff.
This task is expected to include some follow up analysis based on the feedback from these stakeholder workshops. This is not intended to include extensive new data collection, however
obtaining additional existing data and additional analysis are anticipated in order to improve the
final factors.
Task 7: Final Report
A final report will be developed documenting the analysis and results from this study. The report
will focus on the impact fee adjustment associated with University Land Use and on the impact fees associated with Private Developments near MSU.
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SCHEDULE
With an anticipated start date of January 1, 2014, the project is expected to last seven months.
The draft final report will be delivered on June 30, 2014. The sponsor(s) will be given two weeks
to provide comments on the report so that revisions can be made and the final report submitted
on July 31, 2014. The schedule is shown in Figure 5.
Figure 5: Project Schedule
Activity 1 2 3 4 5 6 7
Literature Review
OD Study
University Survey
Near University Survey
University Data Collection
Near University Data Collection
University Data Analysis
Near University Data Analysis
Stakeholder Workshops
Final Report
Month
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STAFFING
WTI has experience in the skills needed for successful completion of this Impact Fee study. Key
staff members who will collaboratively work on this project are Dr. Pat McGowen and Taylor
Lonsdale. Other staff at WTI may be utilized in an advisory role on an as needed basis. An
undergraduate researcher will also be utilized if a suitable candidate can be found within the timeframe of this project. A description of each team member’s qualifications and role in the proposed work is provided below and their individual resumes are provided in Appendix B.
Pat McGowen
Pat McGowen, P.E., Ph.D. will serve as the Principal Investigator
for this research and will be responsible for managing the project,
ensuring that the objectives are accomplished, executing the project tasks, and preparing the final reports. He has been a
Researcher (various capacities) at WTI since 1997 and his
technical expertise focusses on travel demand forecasting, safety
analysis, and traffic operations. He obtained his B.S. and M.S. in
Civil Engineering from Montana State University, and his PhD in Transportation Systems at the University of California, Irvine. He
has been a licensed professional civil engineer in Montana since
April 2000.
Taylor Lonsdale
Taylor Lonsdale will assist with the study. He has been a Research Engineer with the Mobility and Public Transportation Group at WTI since 2009. He obtained his B.S. in Civil Engineering from
the University of Vermont and has over 18 years of engineering
design experience including major subdivisions involving water,
sewer, roadway and site design and permitting, residential and commercial building design, and highway design projects.
Mr. Lonsdale is currently serving as a Transit Specialist
identifying improvements to service and routes for the Streamline
Transit service in Bozeman, Montana. Mr. Lonsdale is a key team member of the Small Urban
and Rural Livability Center at WTI. This University Transportation Center (UTC) focuses on transportation related aspects of livability specifically in small urban and rural areas. As a member of the UTC staff, Mr. Lonsdale will be working on projects such as Analyzing Smart
Growth and Transit Oriented Development Strategies in Small Urban and Rural Areas.
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PROJECT BUDGET
The project budget is shown in Table 3. The total cost for the project is 76,854.96. The
equipment for Task 2 includes rental costs for 10 Blufax units at $490 each. The $100 for tasks
3A and 3B are intended to purchase incentives for completing the survey. Task 3B also includes
some additional costs for postage for the off-campus housing survey.
Table 3: Project Budget
Budget Other Direct Totals
Patrick McGowenTaylor LonsdaleStudentTech. EditorTotal Hours/Total CostsEquipment/Supplies Total Costs
Task #Task Title $53.40 $38.09 $9.60 $33.28
30 30 60 120
1 $1,602.00 $1,142.70 $576.00 $0.00 $3,320.70 $3,320.70
40 20 200 260
2 $2,136.00 $761.80 $1,920.00 $0.00 $4,817.80 $4,900.00 $9,717.80
40 20 352 412
3A $2,136.00 $761.80 $3,379.20 $0.00 $6,277.00 $100.00 $6,377.00
40 20 352 412
3B $2,136.00 $761.80 $3,379.20 $0.00 $6,277.00 $250.00 $6,527.00
20 20 110 150
4A $1,068.00 $761.80 $1,056.00 $0.00 $2,885.80 $2,885.80
20 20 110 150
4B $1,068.00 $761.80 $1,056.00 $0.00 $2,885.80 $2,885.80
60 40 150 20 270
5A $3,204.00 $1,523.60 $1,440.00 $665.60 $6,833.20 $6,833.20
60 40 150 20 270
5B $3,204.00 $1,523.60 $1,440.00 $665.60 $6,833.20 $6,833.20
40 40 40 120
6 $2,136.00 $1,523.60 $384.00 $0.00 $4,043.60 $4,043.60
40 20 40 20 120
7 $2,136.00 $761.80 $384.00 $665.60 $3,947.40 $3,947.40
TOTAL HOURS 390 270 1564 60 2284
$20,826.00 $10,284.30 $15,014.40 $1,996.80 $48,121.50 $5,250.00 $53,371.50
Indirect Costs at 44%$9,163.44 $4,525.09 $6,606.34 $878.59 $21,173.46 $2,310.00 $23,483.46
Total Project Costs $29,989.44 $14,809.39 $21,620.74 $2,875.39 $69,294.96 $7,560.00 $76,854.96
Literature Review
WTI Team
TOTAL DIRECT COSTS (includes ben.)
OD Study
Surveys (MSU)
Surveys (Near Campus)
Final Report
Collect Data (MSU)
Analyze/Presentation Materials (MSU)
Collect Data (Near Campus)
Analyze/Presentation Materials (Near Campus)
Stakeholder Feedback
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APPENDIX A – URBAN FORM AND TRAVEL
In general, the amount of auto travel goes down (either through fewer trips, shorter trips or a
mode shift) as
• Density increases,
• Diversity increases,
• Accessibility to major destinations increases,
• The transportation network is more connected,
• The area is more walkable or bikeable, and/or
• There is more access to public transit.
This appendix provides a selection of studies from literature that document how travel changes
with a change in urban form. First, the impact on the number of auto trips is discussed along with the mode shift to walking, biking, or taking public transit. Next, the trip length is discussed. Finally, studies focus on vehicle miles travelled (VMT) which is the combination of trip rate and
trip length.
The number of work trips made by residents is not typically affected by urban form. Most
employed residents commute to and from work once a day, regardless of what type of neighborhood or community they live in. Antipova (2010) did find that urban form can impact trip chaining. Since a non-work activity is accomplished during a work trip, trip chaining
essentially eliminates non-work trips. She found that employed women living in high density
areas were more likely to trip chain than employed women living in lower density areas.
Antipova stated that, in general, the trip chaining behavior of men is not affected by urban form. Non work trips account for 85 percent of all vehicle miles travelled (VMT) according to Litman (2011).
Litman found that as employment density increases, the mode split for single passenger car
commuting trips decreased. He hypothesized that when more workers have the same
employment destination (which occurs with increased employment density), rideshare opportunities and transit access increase as well.
Litman (2011) also found that as intersection density (i.e., fewer cul-de-sacs) and neighborhood
connectivity increased, residents were more likely to make walking trips. He also found that
residents of more connected neighborhoods (greater sidewalk connectivity) were more than
twice as likely to walk to local shopping areas as residents of neighborhoods with poor connectivity. However, these results should be interpreted with care, as many neighborhoods with high connectivity usually have a more traditional layout, with more local stores available at
a short distance to residents.
Handy (1996) focused her study on shopping trips and found that higher accessibility increases
the number of walking trips made by residents (thus reducing the number of auto trips). Accessibility was defined by the distance from a residence to destinations of possible shopping trips. According to Handy (1996), traditional neighborhoods had higher accessibility, based on
their proximity to downtown areas and street network grid like layouts. Handy also found that
arterials cutting through a neighborhood can reduce the number of walking trips made by the
residents by creating a barrier to pedestrian movements.
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DKS Associates (2007) performed a comprehensive analysis of the current literature and data
from a study performed in the San Diego area. The urban form variables used were density
(residents plus jobs per square mile) and land mix (also called diversity, a value from zero to one
denoting the balance between residents and jobs within an area). Their research found that a 10 percent increase in land use mix led to a 0.6 percent decrease in average trip rate. Additionally, a
10 percent increase in density led to a 0.4 percent decrease in average trip rate. This is equivalent
to an arc elasticity of -0.06 and -0.04 for land mix and density respectively.
Ewing and Cervero (2010) found that the nearer residents live to a transit stop, the higher the
likelihood that they will select transit as their transportation mode for a trip. Litman (2011) found that employees living near a transit station were five times more likely to use transit to commute
than average workers on a given day (based on a California study).
A study in the Puget Sound Region focusing on non-work trips found numerous relationships
between urban form variables and mode split (Frank et al. 2005). Home and destination
intersection densities have an arc elasticity for transit of +0.24 and +0.23 respectively. Land use mix at the home location has an arc elasticity for non-work travel of +0.06 for walking and +0.15
for bicycling.
Generally, trip rates decrease as density increases, land use mix increases, network connectivity
increases, accessibility (distance to employment or shopping) increases, and walking distance to
transit stops decreases.
Urban form can also affect trip length. Litman (2011) found that regional accessibility effects
trip length. He defines regional accessibility as the relative location of an individual site to the
regional urban center (either a central city or central business district), and the number of jobs
and public services available within a given travel time. He found that areas with lower regional
accessibility would generate trips of greater length.
Crane and Chapman (2003) found that the spread of employment locations into suburban areas
decreased average commuter trip lengths. Their study showed that commuter trip lengths
decreased at a rate of 1.5 percent per 5 percent increase in employment growth in suburban areas.
However, Litman (2011) states that the trip length saved by suburbanizing employment is lost to
non-work trips, which will increase in length with the spread of employment locations.
Krizek (2003) found that households in highly accessible areas (high land use mix) made shorter
average errand trips than households in less accessible (more exclusive land use) area. Ewing
and Cervero (2010) also found that trip lengths decreased with increased land use mix. Litman
(2011) hypothesized that both commutes and shopping trips can be reduced in length by land use
mix, as residents will be more likely to shop and work near their home.
The study performed by DKS Associates (2007), mentioned previously regarding trip rates,
found a linear elastic relationship between trip length and both density and land use mix (defined
previously in Equations 1 and 2). The study found that a 10 percent increase in land use mix led
to a 0.5 percent decrease in average trip length. Additionally, a 10 percent increase in density led
to a 0.5 percent decrease in average trip length. These both result in an arc elasticity of -0.05.
Trip rate and trip length combine to total VMT. Manville and Shoup (2005) state that as density
increases, commuter VMT decreases at a rate of 0.58 percent per 1.0 percent increase in density.
This is consistent with the arc elasticity discussed above of -0.058. However, their findings were
based on a rather sweeping analysis of the 20 largest urban regions in the United States, using
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only population density and VMT as variables. Therefore, their correlation between population
density and VMT does not take into account the distribution or accessibility options of the
populations analyzed, and therefore should not be assumed to represent the effect of urban form
on travel behavior for all areas.
The Trip Generation Handbook (ITE, 2004) provides an internal trip capture method for
estimating the traffic impact for a multi-use development. The approach is applicable for single
development projects in the range of 100,000-2,000,000 square feet in size that have a mix of
office, retail and residential and cannot be captured by a standard development type in the Trip
Generation Manual (e.g., shopping center, office park). Local data is preferred, but the percent reductions in Table 4 could be applied to the new trips generated by a development.
Table 4: Daily Trips Captured Internally for Multi-Use Development (Source ITE, 2004)
To
Office Retail Residential From Office 2% 22% 2%
Retail 3% 30% 11%
Residential N/A 38% N/A
N/A, limited sample size these numbers are based on showed no interaction between these.
Ewing et al. (2011) collected data on mixed use developments in six metropolitan areas (Atlanta,
Boston, Houston, Portland, Sacramento and Seattle). There were a total of 239 mixed use
developments that had two or more land use types where trips could be made within the
development only using local streets (not major arterials). These developments typically also had
many of the attributes associated with reduced travel (walkable, high density communities). These mixed use developments had 17.8 percent internal trip capture and 5.9% walking trips and
5.6% transit trips. This, along with other studies that back up the numbers, is the basis for the 29
percent reduction in trips for Bozeman’s Downtown TED.
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APPENDIX B – RESUMES
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REFERENCES
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